Rail switch



A. G. DAVIS RAIL SWITCH Aug. 20, 1935.

Filed April 8, 1932 2 Sheets-Sheet l Aug. 20, 1935. A G. DAvls RAIL SWITCH Filed April s, 1952 2 Sheets-Sheet 2 if a A TT ORNE Y.

PaiemedAug. 20, 1935 ZJMLNS ITED tSTA-TESd PATENT JOFFIC'E l A.2,011,793 j Y aan. swrrcH Albert Gallatin Davis, Pueblo, e610. Y Application Alan s, '1932, serial No. 603,923

` t s Claims. (c1.24eansiL My invention' relatesto railway switches and by:ice andY snowancl must be kept free from same has for its principal object the provision of" a at considerable expense.

switch which isfree' fromthe defects of switches According?. to my invention, tapered or knife nowrvin substantially universal use. blade switch points are done away with and the vr Practically all switchesnow in use upon the diversion' of traicfirom main to side track ef- 5 railroads of this country areaof the knifeblade fected by means of movable track members of crpoint type, in whicha pair of ylong tapering large `cross-sectional area, preferably equal to rail members are used. Each of such mem-V that of the main line rails. Furthermore, n Abers/'is brdinarly about sixteen feet in length. stead of usingvone track member for connecting 1One' end of such member is of the same cross each main rail with a side track rail, I combine l0 section as the track railsand is xedly mounted. with the ymainand side track rails pairs of op- This rail member is cut'so as to taper gradually posltely movable pivotal track members and to avery thin edge at its free end, and such end thereby secure the desired connection by a latisrnovableV toward and away from the main track eral movement vof the free endsv of the movable Y 154 rail `for a distance which is ordinarily about five trackV members, which movement is only one 15 inches. Such taperedfrails are known'` as points half as great aS iS rleCeSSaly When e Single 1110V- and 'the switch itself as a point or knife blade able rail member isused. Means are also proswitch. vided for simultaneous operation of both mem- In practical use point switches are very unsatbeI'S 0f eaehpair, one 0f Slleh members being VV2() isfactory for the followingreasons: l IllOVed. in One direction While the Other member 20,

They are expensive to produce kbecause they iS being mOVed in the Opposite direction, the pall consist of a large number of parts which must 0f tleekV membersbeing theellpen brought IltO l be made 'by special equipment not found infan Orout of alignment with each other.

ordinary machine shop. The cutting of rails to Ithasbeen prODOSed heretOOIe t0 make use rform the switch points is an expensive operation., 0f Ycppositely disposed pivotal track members 25 The life of the switch points-is short.Y The movable into `and out of alignment with each thin ends wear rapidly by reason of their small Other` inv Order that each may haVe'Only ebellt cross section and frequent'renewals are neces- One half the Vnecessary thrOW 0f a Single Pivotal Y Sary. trackmember, but all such prior structures have l The installation ol. a point switch and the rebeen defective and incapable of practical use for 30 Vnewal of worn' points is expensive by reason of railroadv service because the sum of the distances the .time necessarily consumedin such operatraversed by the free ends` 0f theelgheble lJV- tions. otal members has been equal to` the track width, Y The point-,S easily become bentor damaged and or in other words each of such pivotal members .cause the derailment of trains. For example, if must be movable back and forth a distance equal 35 te'lgwitch points are thrown to permit -mm/e.` to substantially one-half of the track width. mentofa train-from the main track to a side According-to the'present invention the free end track, 'one of the points isheld against a main 0f e pivotal member needs to be moved a distrack rail. In case a'car should be` backed down tallCe Onlyfebellt equal t0 the Width Of a rail, or 40. the main track in the vdirection opposite to that eVeIl etal head, fel' eXemDle, 21/2 IlCheS- 40A ofthe train to be switched, the wheel flanges MY lnVentOn has an additional advantage in Wmapassibetwen the main track Tail' and the that, by reason ofthe` small throw of the pivotal Switch 'point and bend the 1atter, whereby itbemembers all 0f the Xed and movable track Comes permanently bent or `nal-hama and the membes forvon side of the track may be perhead wd by which the points' ope-ated may lnaatetseto lnatlbdplf 45 also ,become bent althe Safme mme' After mls thereby forming a switch unit of suitable size for has Qccurred the swlthpomt amtot be thrown manual handling, and such bed plate is provided close enough to the mam track rail to function or formed'wth means for engagement with an main or' the Side track, but may hermit Seme .0f tudinal shifting of the switch unit, such means the wheels t0 move alOng the mem track Wlllle also serving to increase the lateral stiffness of othersare diverted by the switch point and dethe bed plate, railment of the train ensues. My invention also comprises connecting seat A vprolaerly to permit a train to move `on either the Ordinary tie to prevent any possibility of 10ngi 50 55,v Switch points are easily rendered inoperativev rails mounted exterior to the main and side track g rails in lateral alignment with the free ends of f xed track member I8 by the hinge II asY shown 'the movable track members, said seat rails forming abutments for limiting the outward movement of said members as Well as preventing any chaneeof the spreading of the `fixed rails and also preferably serving lto protect the free and that is, thefsurface-Which is"exterior tonthe'two i rail linesof the main track. The vendsy ofthe pivotedV ends of the movable track members against undue wear, as will beshown.'

Various'other details are included within the scope off my inventionpwhiclrwill; be fully de-- scribed and. delined in the' accompanying* claims. Reference is hereby made to the accompanying. drawings cf which-,- l Y. f 'l f' i' Fig. 1 is a plan view of a railway 'switch constructed accordance with myv invention and AQclosed position for permitting passagefof trafc on the main line. Y

' Fig. 2 is a similar'view of the .switch-of Fig. 1'@

in open position to permit passage of -traflic from theV main line to a spur or sidetrack.

Fig. 3A is anenlarged'section von 1ine3-3Lof Fig. l.

Fig. l` is an. .enlargedsection on'line 4 4 of 1 Fig.' 1.

linea-5 of Fig. 2. .1

Fig. k6r is an: enlarged side elevationf along the line 6-"6 'of Fig. 1, and l Fig. '71is an'enlarged section on Aline 'I-'I of In the structure illustrated, the main `track Vrails TI are separated from' the mainutrack rails 'I' and branch or side track rails' by gaps Awhich' are .closedby switch unitsA and B. The unit ,A comprises a bed plate 9 Yof Aheavy sheet metal which is4 secured to the ties'a'in the usuaLmanner byspikes b, Fig. 3; rThe plate 9 is preferably formed ywith a pair oil-transverse 'depressions Il),` which form channels for receiving' certainv .parts of theswitch operatingrne/chanism andi also forincreasingithe `lateral "stiffness'of theV plate. The depressions I0 are `ttedto= the'ties a as shown in-Fig. 4 and the'pl'ate 9fis therebyheld against all possibility of-longitudinal shifting.

in-close proximity tothe inner-*side orslrface usual fish plates or-1other suitable means.'r f

resp'e'etivelyto the i fixed" track members I I jand I3 byianyl suitable `rneansjas for. exarnple, the

hinge `means :disclosed-Tand claimed. in U. SL Patent No.1.1,751,`105, grantedtome onJuneE,v 1930,01 bylgb'ent plate strap"hin'ges`l5g and I7 re-r` spectively.. which tare of ordinary 'f construction and similar tothe hingey II 'I'of'Figl 6. l rvThe plates of' saidxhingeslare riveted respectively to the webs of Vsaid members I4 andI'I, Iand I3.

e `The switch unitv BV comprises a ".bedfplate 9 similar to that'4 of iunit'A and secured-in propery position in a manner similarto that previouslyi described. Fixed' main-trackwmembers" I8, I9

and branch-'track member 20 are riveted to the fplate S, the member' being, in AVclose proximity to the :outer ls ide or surface .of thef member I9,

rails i," i IVy an'd are` respectively lsecured to l"the mernbers I8, I9 and 2U. r;

Fig'. l5; is an enlarged sider-elevationalong-"the VFixed maint-track?rmembers*IIA and I2, aand branch-track member I3,V are Secured 'tof .theY plate 9 by rivetsc, Fig;3, themember! 3 'being Movabletrackmembers:I4 and-FIG are hinged.v

A movable track member 2| lisfhinged to the l'similarr in construction tohinge I'I. The plates of saidv hinges are riveted to the webs of the membersto which they'are applied. In order to give desirable lateral vrsupport to theY movable track member 22 when in the position' of Fig. 1, a .heelrr block,- ;!3I1,`preferablyrof-cast metal, is placed-between VYthe webs rof the xedtrack members'IS and'20 and bolted thereto as shown in 7. This heel block tapers, as shown in Fig. '1, so as to actas a lateral abutment or support for the movable-track member 22 When moved from the position'ofFig. 2 'to that of Fig. 1.

"Similarly a` heel block lll isplaced between the webs of the -xed trackmembers l2 and I 3 and bolted thereto,k said heel block acting'V aslateral f abutment for the movable track-.member I6 when moved.k from the position of Fig; I to that 0f'Fg..2.

vThe connecting seat rails 23 andiffl vareriveted to the respective'bed'plates the positionsVV shown; 'The seat rail 23 is inclose proximity to the V`fixed track members gII and I2 and exterior thereto as regards the two rail lines ofthe mainY track.. The movable 'track member' Ili abuts 'against the seat rail 23 when inj theposition of Fig.y 1 whereby the seat rail bridges the gaps between .the movablemember'4 I4' and the fixed members IIY and I2.` Similarly, the connecting seat rail 24 is closetogthexed track members Y 23' and vItand exterior thereto as regards the two rail YKlines.rv of Ithe; branch. track. The' movable track member 2l -abutsA against the4 seatv rail when in theposition of i Fig.2,'whereby the seat rail bridges the gaps between the movable member 2l and the fixed members-2li and I8.l

Each end ofthe seatrails 23 and 2Q is beveled as-shownat 25, Figi.v One of the vbase flanges of..each`of Vthe'seat'railsr is cutaway as shown in Fig. 3 to yperrnitthe top ilangesl ofthe seat rails .topcontact respectively with the similar angesiof jthe 'track members II, .I 2 and IIL,` and I8,52 andiLI` wherebytheir Wheel-carrying area isflaterally extended." i -The .switch operating mechanism comprises .the rods 26 and 21 which are connected together by pivotal links28," l29; and im,r the ends, of eachlink being vforked `(Fig. 4) and'connec'ted vto said rods by'pin andslot connections. VThelinks are freely rotatable upon vertical pins 3l secured v by vany suitable means to thetie. a. The rod 2'I is vconnected to the movable track member'-Ipby, meansy ofl ai pivot pinSI which is mountedgon `aY 'bracket 32, ligl,` theY latter being riveted to the web of said member I6. Therefare similar connections between vsaidfrod-2'I and the movable trackrmemberk, and rbetween the rod 2S and the .movableitrack 'members Ulf and l2|.r An operating link 33.7is pivotallyfconnected to one Yendlof-V the rodv 26 by a pin.' The link 33 is vtracks and substantially-at the ends of the diagdialects,andthe-asis :fertile ningefof theimemat "-the endlof't'he loliagonal cut.- Such arrangement is very advantageous in practiceI fas Alit causes 'the iii; ed 'track fmen'ibers to -foier' lateral support toi the =liagonel` endslo the movable track members to `rjesistfspreading and 5to-'relieve iti the hinge pins ef iundde"shearingstress -'There is substantiallyfno gaplbetween `the-'diagonal ends or" the fixed and movable track members of the Vmain #line track 'when vthe switch' iis closed. 'Whenqopemthe gapis ordinarily very small `inasmuch as the movable track 'members may beapproxim'ately I eight feet in Vlength andfthe movement of their free ends two-and one half inches, and about'edualto the width ofl'one 'of`fthe ikedtrack members, as shownin'Figsl and 2.

ATheoperation oi `theswitch is as follows: The

switch-normally occupies theposition shown vin Fig'. l whichallowsftrains to runfon-thefmain line track in eitherfdirection.v In order to permit a train toytakethe side or branch-track, the link k@i3 and rod are causedjto move to theright.

Such movement'causes the 'pivotal track members I?! `and 2Ivvto move into the positionfof Fig; 2, the

` seat rail 2Q `servingfas an 'abutment to limit the movement,v At the same Vtime thelinksVZB, '29

y andul turncn theirpivots and cause the'rod-Z together withthe pivotal track members I5 and 22 to movetothe leftjintotheiposition of Fig. 2. 'In A.closing 'the'switcha thrust is imparted.v to the'iink androd 2 54tofres'torethepartsto their initial positionQthefsea't rail'?, acting asanabutment to limit the movement. l

f Among the advantages'ofmy invention arethe following:

Y YThe parts ar'eflewinnumberlas compared -to the standard point switch incommonrjuse. It may be 'manufactured `at, lowfcost for, this reason and also becausethe track membersinayi'be 'easilymade'rom ordinary rails by means ofthe ordinaryl machine shope'quipment.

. 'The 'devcemay beinstalled at 4very :low 'cost b'eoause'the vbed plates 9` and members connected therewithlmaybe of, standard construction and assembledin the shop.Y In layingjthe rails o'f the main line `and sidatrack, a suitable gap is ileft `tor-.receive the `tvvolswitchunits A and B.

yarrangement of the diagonal cuts at the pivotal ends of said track members.

Spreading is further prevented by the riveting of Athe fixed track members to the bed plates, by the use of seat rail abutments 23 and 2t, also riveted thereto, and by the use ofr heel blocks 40.

Lengthening or shortening of the gaps within which the pivotal track members swing is prevented by the usefof the fixed track members II, I2, I3, I8, I9 and 2t, which are riveted to the bed plates 9.

The effect of running a car or train through this switch in the wrong direction on the maintrack while the switch is open would ordinarily be the derailment of the car or train. It would not bend a switch point so as to cause` derailment of a later train lrmunngcn the mainnnefftraek' im' the?A proper direction Ito take theV side ytrack-when the-lswitchhasbeen-thrown to its open position. I

' VIt takes `l`much less power tofthrow the present switch ithan the standard `point switch, because" inforder to threw such a 'switch the -point mustheavy-:trains athigh speed with minimumrisk of accident.

"I claim i1. In a rail switchtwo fixed track'members,`

in each rail lineof the'main'track and'separated by'a gap, 'a xed side-track member atrone` end of each of said gaps, and a pair of pivotal'track members'hinged to the xed main track members a't vthe'other'end of said gap, and movable to connect the last named main track members with eithermain or side track members, the adjacent ends' of 'thelpivotal members and the track members to which` they are hinged beingcut diagonally and 'tted to each other rin such manner that;

the` diagonalportions of the iixedmembersV are, with .respect to .theY center of the track, exterior A2. In a rail switch, two fixedtrack members separated by a gap, a track member pivoted at one'l end of the gap and movable-for closing and opening said gap, `and a seat rail parallel to saidV xed'trackmembers and having an upper `surface at Vthe same .level as the upper surfaces of said ixed ltrack members and said pivotal track member, and sulciently close thereto to increase their wheel-carrying area when thepivotal track mem-Y beris in gap-closing position, and to act as alat-` eral abutment thereto, said seat rail .extending along'the'entire length of saidpivotal track-membemand-beyond each endthereof, rand ya, rigid bed I plate secured to both ci the utrack `membersand tothe seatrail." n Y d B. The =rail switch of claimlZ in -whichtherigiid bed -plate is providedwith tie-engaging means.

track members I8 and I9 in alignment with each other in the main-track line which is crossed by a branch track line, and separated by an elongated gap, a third xed main-track member Il in the other main track line and terminating at a point in substantial lateral alignment with the gap end of the main-track member I8 to form a gap end 4in its own track line, a fixed branchtrack member 2D exterior to the rail lines of the main track, said branch-track member being in close proximity to the main-track member I9` and aligned with the main-track member I8 across an elongated gap, and two movable members 2| and 22 pivoted respectively at the gap ends of the main-track members IB and I9, said pivotal members being movable in opposite directions about'points near the center line of the main-track members I3 and I9 into one position in which one pivotal member closes the gap between the main-track member I8 and the Xed branch-track member 20, while the otherpivotal memberis in idle position with respect to all of the main and branch track members, and into a second position in which the two pivotal members are alignedv to closethe gap between the maintrack members I8 and I9, the extent of movement of the free end of each pivotalmember be-` to th'ediagonal portions ,of `the pivotalm'embers. 3,0

railisiplaced exterior to the rail linesof the main?v y and branch tracks'and alongside the pivotal track member- 2t when-in position for closngthe gap in the branch track, the upper surface of theseat I ailbeng at the same :level as the upper ,s u'riacesl I of Ythepivotal and fixed track members 2I,Ig8

and 20 and -suiiicientlvr close' to' the pivotal track member andadjacc'entV end p ortionsoithe fixed main-track member rI3 andl fixed branch track .,memberZ to increase theirewheel-carrying".area.A n 6. Inarail switch, rstand second rlxed'inain` track members IVI and yI2 in alignment with each 15 z; Ik

Y arated by an elongated gap, a third xed mainother in one of the mainftrack lines andfsepf track member I8 inthe. other main trackline and terminating at. a point inv substantial lateral allignrnentwith the'gap end'Y of the main-track member-II toformA a1 gap end inits owntrack liiie,'afixed,branchftrackrnember VI? interior to 30' Y mainetrack member I I -and'branch-trackmemthe rrail lines fof the ,main-track, "sai'dfbranch-r trackmember beingl in close proximity to the .main-track' member I2l and Yaligned with the', main-track member VII across an elongatedgap, and Atwo movable members mandY I6 pivotlecljre#V spect'ively at the gapr ends vof `the mainf'track -member I Land branchetrack member. I 3*,said pvvotal"members"being movable in opposite direc-l tions about points near the center linesoffthe Y' berY I 3 into onepositionf in which one `pivotal lgmemberrcloses the gapbetween the main-track y membersfIand I2, while theother pivotal mem? ber'is in idle position withrespect to Afall of the 1 main and branch track members, and intov a secv track ,memberk II v and,l thedxed branch-track: n member'IB, the extent of movement of they free y l, ehdof each pivotal member being about equal to 5 the width of atrack member. 'l

ond' position whichY the# two pivotal vn'ier'nbers are .alignedy to close `the gap` betweenv they main "j 7.1111@ rail switch qffrclaim 6' in which ,meaty a 'I rail 2 3 isplaced exteriortothe yrail lines'of-the `ingthe gap in l'the mainv track, Vthe upper surface of the seat rail being at the.' same level as the upl 'persurfaces of theypivotaland fixed main-track,Y

main and branch tracks and alongside 'thep'i'vr-l otal` track member I4 when in position-for closmembers, I4,;II.and. I2, 'andsuiciently close to the pivotaltrackmemberV and adjacent end por-A tions'pf. -thefixed*Y main-trackr Vmembersjzo4 increasetheir'wheelecarrying area;

- 18.A'rail-switchcomprising nwo aligned fixed track members'in'each vrail line of the main track spaced apartto Aform switch gaps,l one-end of each gap beingl inlateralr alignmentwith respect tothe Y other, V a xed'trackmember `ineach rail lineV of '.thebranchftrack, vone such branch-track member `:being exteriorA to` the :rail lines yof the main' trackandin close proximity to one or said fixed,`

main-track members of one rail line and in align- Y l mentwith-the other across a switch gap, and

vtheqotherbranchetrack member being interior to said rail lines and in' close proximity to one of 'said xedmain-track members of the otherjrail lineand in alignment-.with the other across a switch gapand means for closingr and opening said switch'` gaps, each gap closing and opening means comprising two pivotal rmembers Vmov-- vfable about .their axesto cause their free ends Vtov move into and out of, alignment 'withl each other, thesum of the distances traversed by the free ends oijptwo alignable pivotal members being much less tlfianY one-half the distance between the two rail'linesof Vthe track, and the arrangementy Y prising a bed plate provided with three iixed track members forming two switch gaps, andY two track memberfsmovablein opposite "directions to close andjopen said gaps, said'bed plate being bent,

to form a'pairo'f parallel transverse channels of i substantial 'depth opening `upwardlv'tliree,spaced cross tiesjbetwee'n'whichsaid channels are closelyV tted, andthe adjacent walls of the twochan` nels jiorming ra vdownwardly Yopening channel withinlwhichthecentral.one of such ties is fitted,

and" switchoperating rodsV mountediin the up' ywardlyopening channels. Y

f 4 riraanrt'ri GALLA'I'IN DAVIS. 

